Electric locomotive.



J. H. FLORY.

ELECTRIC LOCOMOTIVE.

APPLICATION FILED DEC. 27, l9l3.

1,203,999. Patented Nov. 7, 1916.

3 SHEETS-SHEET 1.

J I 195% v h ATTORNEY.

J. H. FLGRY.

ELECTRIC LOCOMOTIVE.

APPLICATION FILED 050.27.1913.

Patented Nov. 7, 1916.

3 SHEETS-SHEET 2- J. H. FLORY.

ELECTRIC LOCOMOTIVE. APPLICATlQN FILED DEC. 27,1913. LQQSJQQQ. Patented Nov. 7, 1916.

3 SHEETS-SHEET 3- WITNESSES:

M ail A TTORNE Y1 entrain s raa iis PATEIW JOHN H. FLORY, 0F COLUMBUS, OHIO, ASSIGNOR TO THE JEFFREY MANUFACTURING COMPANY, OF CQLUMBUS, OHIO, A CORPORATION OF OHIO.

ELECTRIC LOCOMOTIVE.

Specification of Letters Patent.

Patented Nov. '7, 191 6.

T 0 all whom it may concern Be it known that I, JonN H. From, a citizen of the United States, residing at Columbus, in the county of Franklin and State of Ohio, have invented certain new and useful Improvements in Electric Locomotives, of which the following is a specification, reference being bad tin-rein to the accompanying drawings.

The invention relates more particularly to locomotives adapted for use in coal and other similar mines. and especially to 1000- motives adapted and intended for collecting); cars from the points where they are loaded and assembling them at convenient places to be formed into trains, which trains are subsequently hauled from the mine by other locomotives.

In a coal mine there are ordinarily one or more main passages or entries from which. extend lateral branches or side entries. From these branches or side entries are driven rooms in which the principal mining operations are carried 011. Tracks are laid along the main entries and along the side entries and branches extend from the side entries into the rooms. Adjacent the tracks in the main and side entries there are usually provided trolley wires for the transmission of power to locomotives on these tracks; but on account of the temporary and const. itly varying character of the tracks in the rooms, it is usually -tound impossible or undesirable to eXtend'the trolley wires into the rooms. Numerous mechanisms and systems have been devised and used for enabling the locomotives to handle the cars and move them along the temporary tracks in' the rooms. The most usual means comprises a flexible conductor cable, one end of which is connected to the trolley w re in the entry and the other end of which is carried by the locomotive. By means of current transmitted through this cable the locon'iotive is enabledto ad 'anco into the rooms over the temporary tracks therein. The locomotive is provided with a reel upon which the cable is carried and from which it is paid oft as the locomotive advances. and upon which it is wound as the locomotive returns. Locomotives provided with ties ole conductor cables and with reels therefor, while satis factory under many conditions, have, under other conditions, serious disadvantages. The cable mechanism. including the cable itself. the reel and the driving mechanism therefor, is at best quite heavy and bulky; and, because of the necessary weight and size, the amount of cable which can be carried is narrowly limited. Obviously a locomotive provided with a cable and reel is rigidly limited as to its range of travel away from the entry and, in many instances, it is desirable for the locomotive to travel farther than is permitted by the length of cable which it is practical to carry. Another seri ous objection to a conductor cable as commonly used is that the insulation frequently becomes worn so as to expose the conductor which comes in contact with the track rails or other conductors. and causes a flash or spark which is liable to fire any explosive mine gases which may be present. The expense of maintenance of a cable reel locomotive is necessarily great as certain of the parts. especially the cable, must frequently be replaced. The cable is subjected not only to the ordinary wear resulting from winding and unwinding and. from contact with the ground. but is also frequently injured by accident as. for instance. when it is run over by the track wheels of the locomotive. Having in mind these and other advantages incident to locomotives having cables and reeling mechanism, I have provided a locomotive in which there is a storage battery and means for utilizing the current in the battery LU drive the lOCOlHO'tlYQ when current from a trolley wire is not available.

I am aware that it has been heretofore proposed to provide locomotives and other vehicles with storage batteries which can be used alternately with atrolley orother equivalent mechanism but. so far as I am aware. in these earlier proposals it was contemplated to use a single motor for utilizing the trolley current and for utilizing the battery current. in a mine the cost of the trolley wires makes it necessary to use relatively small wires and a current oi correspondingly high voltage: and. because of the restrictions of space. it is impossible to provide a battery which will furnish current at the voltage in :essar v .ior the trolley wires. This diiiicultv l meet by providing" two motors, one having a winding adapted for the high voltage of the trolley wire current and the other adapted for the lower voltage of the battery current.

space, I .combine these two motors into a single mechanical un1t by placing the two sets of armature wmdmgs and the two commutators upon the same shaft and making use of the same field windings. I furthermore provide means whereby the low .voltage motor may be driven by the high voltage motor and thus used as a dynamo for the charging of the battery. In this way the battery can be charged while the loco motive is in operation on current received from the trolley wire. I preferably provide also 'a clutch mechanism-whereby the two 'motors can be disconnected from the locomotive track wheels and operated independently to charge the battery when the locomotive as a whole is stationary.

The principal objects of my invention are, therefore, to provide a locomotive having the features above described.

Other objectswill be made clear from the following specification and from the accompanying drawings which show the embodiment of the invention which I now deem preferable.

Of-the drawings, Figure 1 is a side elevation' of a locomotive embodying my invention. Fig. 2 is a plan view of the locomotive shown in Fig. 1, the top cover plate being removed to show the mechanism more clearly. Fig. 3 is a fragmentary sectional view through the motor and associated parts taken along the line 33 of Fig. 4. Fig. 4 is aside elevation of the parts shown in Fig. 3. Fig. 5 is a horizontal sectional view taken through the controller. Fig. 6 is a diagram of the electrical connections.

Referring to the drawings, the main frame of the locomotive comprises the two side members 1 and 2 which are joined at the ends by the members 3 and 4. To the end members 3 and 4 are attached draw bars 5. The main frame is mounted on track wheels 6 and 7 which are fixed, respectively, to the axles 8 and 9.

, The motor unit is indicated as a whole by 10, and is carried by bearings 11 engaging the axle 8 and by a spring 12" engaging the cross bar 12. The armature pinion 13 of the motor unit meshes with the intermediate gear 14 carried by the intermediate shaft 15.. This shaft is supported in bearings 16 and 17 carried in the motor frame. Mounted for free rotation on the shaft 17 is a pinion 18. The pinion 18 is provided with clutch teeth ada ted to mesh with similar teeth on the clutc member 19 splined to the shaft 15. This clutch member 19 can be moved by means of the forked bell-erank 20 and the link 21 into or out of engagement with the pinion 18, thus connecting or discon- And by preference and in order to still further economize in necting the pinion from the shaft 17. The link 21 extends to a point within reach of the locomotive operator. The pinion 18 meshes with a gear 22 secured to the axle 8 and it will be seen that through the gears 15, 18 and 22 power can be transmitted from the motor to the axle. The two axles are connected together by means of connecting rods 23, 23.

24 represents the trolley mechanism adapted to contact with the usual trolley wire.

25 represents the storage battery adapted to supply current when no trolley wire is available. I

26 is a controller for properly connecting the trolley mechanism, the battery and the motor unit, and will be described below in detail. V

The locomotive is provided with a suitable brake mechanism the details of which form no part of this present invention. The brake mechanism is controlled by means of a hand wheel within reach of the operator. At each end of the locomotive there is a headlight 28 and each headlight is provided with two lamps, one adapted for the high voltage current of the trolley wire and the other adapted for the low voltage current of the battery. The high voltage lamps are indicated by 29, 29 in the diagram of electrical connection in Fig. 6, and the low voltagelamps are indicated by 30, 30 in the said diagram. At 31 and 32 are resistance grids which will be referred to below in connection with the diagram of electrical connections. At 34 is an automatic contact switch which will be referred to below. This switch is protected by a casing 33.

Asstated at the outset, I provide two motors, one for the high voltage trolley wire current and the other for the low voltage battery current; and by preference, in order to economize in space and weight, I combine these two motors into a single mechanical unit which, as before stated, is indicated in the drawings by 10. Referring especially to Fig. 3, 35 represents the common armature shaft of the two motors, this shaft being mounted in ball bearings 36 and 37 supported in recesses in the .end walls 38 and 39 of the motor unit. To this armature shaft is keyed a non-magnetic sleeve 40 upon which is fixed a magnetic core 41 made up of thin steel disks clamped together by the end flanges 42 and 43.

Secured to one end of the armature shaft 35 is the commutator 44 of the high voltage motor. Formed in the periphery of the magnetic core 41 are slots. In each slot there is laid a coil or winding 44 The several windings 44" are connected, respectively, to the bars of the commutator 44. Brushes 44 and 44 (indicated in Fig. 6) engage the commutator 44 and complete the circuit through the armature. At the other coil or winding 45.

48 and 49 or 48 and 49'.

end of the shaft 35 is the commutator 45 of the motor for the low voltage current. Also positioned in each slot of the core 41 is a The seve*al windings 45 are connected, respectively. to the bars of the commutator 45. Brushes 45 and 45 (indicated in Fig. 6) engage the commutator 45 and complete the circuit through the low voltage armature.

The two motors by preference make use of the same field windings. As shown. there are four poles of which two are salient and two are. consequent. In the eonstructimi shown the salient poles are arranged at the top and the consequent poles at the sides and therefore only consequent poles show in Fig. 3. The field winding is of the series parallel type, each winding having two coils The coils 48 and 48' areseries connected and the coils 49 and 49 are shunt connected.

The battery 25 is preferably inclosed in a casing 50 and I provide means whereby air can be forced through this casing to ventilate it. Preferably the ventilating means consists of a fan 51.1nounted on the end of the armature shaft and operating in a casing 52. The casing 52 has an outlet 53 which is connected with the battery casing 50 by means of a flexible tube 54. At 55 is a passageway through which air passes from the fan easing into the casing of the motor to ventilate it.

The controller 26 can, as concerns its me chanical construction, be formed in any of a number of ways. I prefer, however. to use a controller similar to the controllers commonly used at present upon locomotives of this general class. The controller as shown in the drawings is provided with a commutating cylinder by means of which the current to the motors is controlled, and a connecting and reversing cylinder by means of which the motor connections are reversed and by means of which the connections to the trolley mechanism or to the battery are made or broken. The reversing and connecting cylinder as shown is composed of a cylinder 57 formed of some insulating material such as wood, and it is mounted upon a vertical shaft 58 held in suitable bearings.

-The shaft 58 is provided Witha handle 59 for turning it.- Fixed to the cylinder 57 are contact plates arranged in vertical rows A. B, C and D which are adapted to contact with brushes E to form the necessary connections to be fully described below. Auxiliary brushes L and L are located diametrically opposite to the main brushes E for a purpose to be described.

The commutating cylinder comprises three metallic contact sections F, G and H insulated from each other and from the shaft 60'upon which they are mounted. The shaft 60 is mounted for rotation in suitable able brushes K are arraugei'l to contact with the sections. In order to prevent destruc tivc arcing at .and between the several brushes. a magnetic blow-out mechanism is provided comprising the magnetic pole piece (32 which is excited by the magnetic coils (32-3 and (34. 'llhe brllshes K are further protected by means of plates of non-combustible insulating material (33, ($6 and (i7 which surround them and separate them from each other forming arcing chambers.

For conveniem'c in removing and replacing the trolley mechanism upon the frame of theloconmtive the conductor cable. by which the. current is led from the trolley wire to the locomotive wiring. is provided with a separable plug and socket device which is shown conventionally at (SS in the diagram in Fig. 6. Similar plug and socket devices 69 and 70 are provided in connection with the storage battery. 71 is an'amperehour meter which is provided to indicate the condition of the battery.

Referring now to the diagram of elec trical connections appearing in Fig. 6, let it be supposed that it is desired to run the locomotive ahead while receiving current from the trolley wire. The operator first turns the handle 59 to the trolley-ahead position which brings the contacts 0 into engagement with certain of the brushes of the series E. The operator then turns the handle 1 to bring the contacts F and H and finally the contact G into engagement with certain of the brushes of the series K.

As soon the section F engages the brushes K and K and the section H engages the brushes K and K the circuit through the high voltage motor is completed brush K to the contact section 1 to the brush K and to the brush 1 from the brush K through the contact section H to K and to the point 74. -From the point 74: a part of the current passes through the resistance 31 to the point 75 and from that point to the brushes E and E from the brush E the current flows through the motor brush 44', the motor commutator and armature 4 the motor brush 4st and to the brush E from the brush E the our rent flows to the brush E and through the motor field. coils es and 48 to the point 76; from the point 74L a. shunt current passes through the motor field coils 49 and 49 to the point 76; from the point 76 to the ourwith different brushes of the series K, the

resistance 31 is gradually cutout from the main circuit thus reducing the resistance to the flow of currentthrough the armature of the motor 4.4.

At 7 8 there is led ofi' from the main circuit a branch wire in which is locateda manually controllable switch 79.. From the switch 79 the current passes through the winding of a solenoid forming a part of the automatic switch 34 and to the ground. The solenoid is provided with a core which carries a contact bar 34: adapted to engage contact points 34*, 3% whenever the solenoid is energized to move the core. It will be seen that the switch is closed whenever current flows through the solenoid. Whenever current is interrupted either by opening the switch 7 9 or by the accidental or intentional removal of the trolley from its wire, or by the blowing of the fuse 72 the switch is automatically opened.

Whenever the switch 34 is closed and the motor 45 is being driven, the said motor acts as a generator to produce current to charge the battery 25. Current will flow from the armature to the brush 45", to the point 81, to the brush K the contact section G and the brush K; from the brush K the current will flow through the charging resistance 32, through the contact bar 34: of the automatic switch 34 to the brush E and the brush E; from the brush E the current will flow through the ampere-hour meter, the fuse 80, the plug and socket device 69 to the positive connection of the battery 25; from the negative connection of the battery 25 the current will flow through theplug and socket device 70, through the fuse 82 to the point 83 and to the brush E; from the brush E the current will flow to the brush E and back to the commutator and armature 45 through the brush 45. If at any time the trolley flies off from the wire or the fuse 72 is blown, the battery charging circuit will be at once opened to prevent the battery discharging itself directly into the motor 45 to the injury of one or both of I them.

I 57 in the trolley-ahead position. In the first column is indicated the circuit at starting-fend in'the second column is indlcated thei clrcuit when the controller is in full running position. In the third column is in dicated the battery charging circuit.

Trolley-ahead, (contacts C engaged.)

Battery Motor circuit-Starting. Motor circuit-Running. charging circuit.

77 77 I I 72 .29 29 72 29 29 81 79 7'8 $4 79 7 8 Ground 3'4 t t t t Gro'und 1 3 Gro'und ii I C i8 73 '2 I i \K 1 13 l t E Il 7'1 la 8 0 t t t When the locomotive is to be operated in the reverse direction on current received from the trolley wire, the operator throws the handle 59 to the trolley-reversed position thus bringing the contacts B into engagement with the brushes E. The path of the current is similar to that before de scribed with the exception that it passes in the reverse direction through the commutator and armature 44:. The battery charging circuit is modified \for the reason that the commutator and armature 4:5 -rotate in the reverse direction, the brush 45 being the positive brush instead of the brush 45 as previously.

The following chart or table indicates clearly the several circuits. The first colwhen the controller is in full running posinnin indicates the circuit at starting and in tion.' In the third column is indicated the the second column is indicated the circuit battery charging circuit.

Buttery Motor circuit-Starting Motor circuitRmining. charging circuit.

24 24 45 6'8 6 8 45 71----- 7 7- it i I I 72 29 2o 72 2!) 29 l I l /[9 78 Ground 719 78 Ground 711 34 l 34 Jil 80 Gro un iffi Groiind ij 6:9

/ 7s ti 63 e4 e3 64 25 \\K1/ 7i l i t t e 8'3 I gz 1km i i: i i in 1 412 1&8 t 3 2 ill 4 9 13%! l 75 49 75 L i i L v E 31 4 t I t t 8'1 4 4" l 4 9 4 5 44 4'4 4 9' 4'5 l I i 44' j 44' ti t t t it J8 J8 4 8 \7/ 76 9 t t c }!;m jio Groinid Greimd When the locomotive is to be operated independently of the trolley Wire, the operator throws the handle 59 to the batteryahead position bringing the contacts D into engagement with the brushes of the series E. In this position the connection to the trolley mechanism and through the coininutator and armature 44 are entirely broken. The current flows from the positive connection of the battery through the plug and socket device 69, the fuse 80 and the ampere-hour meter 71 to the brush E i from the brurh E to the brush It", the point 73, the coils mi and 64 and the brush K; from the crush K to the section Ffthe and 4 to the point 76; from the point 76 the current passes to the brush the brush E and back to the negative connection of the battery through the point 83, the fuse S2 and the plug and socket device 70. The brushes L and L are connected by one of the contacts of the series B and in this Way the circuit is completed through the lamps 30, 30 which are positioned, respectively, in the headlights 28. 1

The circuits are indicated on the follow ing chart or table the circuit for starting the motor being indicated in the first column and the circuit duringrunning is indicated in the second column.

Battery-ahead, (contacts D engaged.)

battery-reversed position which brings the contacts A into engagement with the brushes of the series E. The path of the current Will be similar to that before described with the exception that it Will pass in the reverse direction through the commutator and armature 4-5.

The following chart or table indicates the circuits. In the first column the circuit for starting the motor being indicated, and the circuit during running is indicated in the second column.

Battery-reversed, (contacts A engaged.)

Battery-motor circuit-Starting. Battery-motor circuit-Running.

3 so 30 E3 30 so When the locomotive is to be operated in the reverse direction independently of the trolley wire, the handle 59 is moved to the Battery-motor circuit-Starting. Battery-motor circuit-Running.

49 75 Jil E 31 14 14 it is t t, it it 8 1 8 1 t it t it is 4'8 it From the foregoing description it Willbe clear that I have provided a locomotive adapted to run either on a high voltage trolley wire current or a low voltage battery current. And it will furthermore be clear that in the preferred form of the invention as herein described this result has been accomplished without adding greatly to the size or weight of the motor equipment. A locomotive embodying my invention can be used at will either with the trolley or without it and the battery can be charged at any time when the trolley is on the wire whether the locomotive as a whole be in operation or not in operation. The automatic switch 34. provides not only a convenient means whereby the operator can complete the charging circuit of the battery, but also provides a reliable safety means for automatically protecting the battery and motor against inur .V lhat I claim is 1. In an electric locomotive, the combination with the main frame and the driving wheels, of a trolley mechanism, a storage battery, a motor connected with the wheels and adapted to utilize high voltage current from the rolley mechanism, a second motor connected with the wheels and adapted to utilize low voltage current from the battery, and a controller comprising a set of contacts adapted to introduce starting resistance and four sets of distributing contacts movable independently of the resistance contacts and adapted respectively to connect the trolley mechanism andthe resistance contacts in circuit with the high voltage motor to turn. it in either direction and to connect the battery and the resistance contacts in circuit with the low voltage motor to turn it in either direction.

2. In an electric locomotive, the combination with the main frame and the driving wheels, of a trolley mechanism, a, storage battery, a motive mechanism connected with the wheels and comprising a single set of field poles and a single rotor having two oommutators and two sets of armature windings connected respectively thereto, one winding being adapted to utilize high voltage current from the trolley mechanism and the other being adapted to utilize low voltage current from the battery, and a controller cnmprising a set of contacts adapted to introduce starting resistance and four sets of distributing contacts movable inde pendently of the resistance contacts and adapted respectively to connect the trolley mechanism and the resistance contacts in circuit with the high voltage winding to turn it in either direction and to connect the battery and the resistance contacts in circuit with the low winding motor to turn it in either direction.

3. In an electric locomotive, the combination with the main frame and the driving wheels, of a trolley mechanism, a storage battery, a motor connected with the wheels and adapted to utilize high voltage current from the trolley mechanism, a. second motor connected with the wheels and adapted to utilize low voltage current from'the battery, and electrical connections including a controlling switch having four positions adapted as follows: (1st) to connect the first motor with the trolley mechanism to cause rotation in one direction, (2nd) to connect the first motor with the trolley mechanism to cause rotation in the other direction, (3rd) to connect the second motor with the battery to cause rotation in the first said direction, and (4th) to connect the second motor with the battery to cause rotation in the second saici direction.

4;. In an electric locomotive, the combination with the main frame and the driving wheels, of a trolley mechanism, a storage battery, a motor connected with the wheels and adapted to utilize high voltage current from the trolley mechanism, a second motor connected with the Wheels adapted to utilize low voltage current from the battery, and means for changing the electrical connections between the battery and the second motor whereby the latter may be used as a generator to charge the battery, and a controller comprising contacts adapted to introduce starting resistance into the circuit of the first motor and other contacts adapted to complete the battery charging circuit only when the starting resistance is out out of the motor circuit.

5. In an electric locomotive, the combination with the main frame and the driving wheels, of a trolley mechanism, a storage battery, a motive mechanism connected with the wheels and comprising a single set of field poles and a single rotor having two commutators and two sets of armature windings connected respectively thereto, one winding being adapted to utilize high voltage current from the trolley mechanism and the other being adapted to utilize low voltage current from the battery, means for changing the electrical connections between the batter and the second set of winding and the second commutator whereby they may be used to generate current to charge the battery, and a controller comprising contacts adapted to introduce starting resistance into the circuit of the first motor and other contacts adapted to complete the battery charging circuit only when the starting resistance is cut out of the motor circuit.

6. In an electric locomotive, thecombination with the main frame and the driving wheels, of a trolley mechanism, a storage battery, motor connected with the wheels and adapted to receive current from the trolley mechanism, a motor-generator connected with the Wheels and adapted to receive current from the battery or to. supply current thereto, a circuit changing means connected with the motor-generator and the battery, an opening switch in the battery supply circuit, and electromagnetic means receiving current from the trolley mechanism for holding the switch closed.

7. In an electric locomotive, the combination with the main frame and the driving wheels, of a trolley mechanism adapted to engage and run along a conductor wire, a storage battery, a motor connected with the wheels, conductors for transmitting current from the trolley mechanism to the motor, a manually operable clutch between the motor and the wheels, and a motor-generator mechanically connected with the said motor and adapted to receive current from the battery for driving the wheels through the said clutch or to supply current to the battery to charge it when driven by the said motor, the said clutch making it possible for the motor while receiving current from the trolley mechanism and the trolley wire to drive the wheels or to drive the motor generator independently of the wheels.

8. In an electric locomotive, the combination with the main frame and the driving wheels, of a trolley mechanism, a storage battery, a motor connected with the wheels andadapted to receive current from the trolley' mechanism, a motor-generator connected with the wheels and adapted to receive current from the battery or to supply current thereto, and electrical conductors including a controlling switch having positions adapted as follows: (1st) to connect the motor with the trolley mechanism through a starting resistance to cause rotation and to conn'ect the motor-generator with the battery to charge it after the starting resistance has been cut out of the motor circuit, and (2nd) to connect the motor-generator with the battery to cause rotation.

9. In an electric locomotive, the combination with the main frame and the driving wheels, of a trolley mechanism, a storage battery, a motor connected with the wheels and adapted to receive current from the trolley mechanism, a motor-generator connected with the wheels and adapted to receive current from the battery or to supply current thereto, an electrical conductor including a controlling switch having four positions adapted as follows: (1st) to connect the motor with the trolley mechanism to cause rotation in one directipn'and to simultaneously connect the motor-generator with the battery to charge it, (2nd)" to connect the motor with the trolley mccl'aanism to cause rotation in the other direction and to simultaneously connect the motor-generator with the battery to charge it, (3rd) to connect the motor-generator with the battery to cause rotation in one direction, and (ath) to connect the motor-gene ator with the battery to cause rotation in the other direction.

10. In an electric locomotive, the combination with the main frame andthe driving wheels, of a trolley mechanism, a storage battery, a motor connected with the wheels and adapted to receive current from the trolley mechanism, a motor-generator connected with the wheels and adapted to receive current from the battery or to supply current thereto, electrical conductors including a controlling'switch having positions adapted as follows: (1st) to connect the motor with the trolley mechanism to cause rotation and to connect the motor-generator with the battery to charge it and (2nd) to connect the motor-generator with ,the battery to cause rotation, an automatically opening switch in the charging circuit through the motor generator and the battery, and means dependent on the flow of current through the said trolley mechanism for holding the said switch closed.

11. In an electric locomotive, the combination with the main frame and the driving wheels, of a trolley mechanism, a storage battery, a motor connected with the wheels and adapted to receive currentfrom the trolley mechanism, a motor-generatorconnected with the wheels and adapted to receive current from the battery or to supply current thereto, electrical conductors including a controlling switch having positions adapted as follows: (1st) to connect the motor with the trolley mechanism to cause rotation and to simultaneously connect the motor-generator with the battery to charge it and (2nd) to connect the motor-generator with the loattery to cause rotation, an automatically opening switch in the charging circuit through the motor-generator and the battery, means dependent on the flow of current through the said trolley mechanism for holding the said switch closed, and manually operable means for causing the said switch to open.

12. In an electric locomotive, the c mbination with the main frame and the riving wheels, of a trolley mechanism, 'a storage battery, a motor connected with theiwheels and ada ted to receive current from the trol ley mechanism, a motor-generator connected with the wheels and adapted to rec'eilve cur rent from the battery or to supply current thereto, electrical conductors including a controlling switch having positions adapted as follows: (1st) to connect the motor with the trolley mechanism through a starting resistance to cause rotation and to connect the motor-generator with the battery to charge it after the resistance has been cut out f the motor circuit and (2nd) to connectf'th mo tor-generator with the battery to cause rotation an automatically opening switch in In'teszhnony whereof, I affix my signa the charging circuit through the motor-genture, in presence of two witnesses.

erator and the battery, and means dependent JOHN H. FLOR?!" on the flow of current through the said trol- Witnesses: e

5 ley mechanism for holding the said switch PAUL HENRY,

closed. DUDLEY T. FISHER. 

